Transmission and control mechanism



May 20, 1952 D.w. KELBEL.

TRANSMISSION AND CONTROL MECHANISM THEREFOR 4 Sheets-Sheet l Filed NOV. 23, 1945 May 20, 1952 D. w. KELBEL TRANSMISSION AND CONTROL MECHANISM THEREFOR Filed Nov. 25, 1945 4 Sheets-Sheet 2 WNNN WN N www SQ NN n? Ew 5 Sw Ni www NNN QNN NNN NNN

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Wmv 91 MaY 20, 1952 D. w. KELBEL 2,597,245

TRANSMISSION AND CONTROL MECHANISM THEREFOR Filed NOV. 25, 1945 4 Sheets-Shea?I 5 To 2 Ta Fo'p. Ta Per Beep BRAKE BPAKE l J'Z Passare May 20, 1952 D. W. KELBEL 2,597,245

TRANSMISSION AND CONTROL MECHANISM THEREF'OR Filed NOV. 25, 1945 4 Sheets-Sheet 4 /1/ u n 6 mi; 2,5msei: 59 .f5.4 f5.5

?. venga?? Patented May 2c, 1952 UNITED STATE-s; PATE-NT orales:

TRANSMISSION ANI) CONTROL. MECHANISM THER-EFOR DonaldW. Kelhel; Muncie, Ind., assignorto Borg- Warner- Corporation, Chicago, Illa, a corpora-` tion of Illinois Application November 23, 1945, Serial No. 630,30v87- (Cl. 7d-765iy My invention relates totransmissions and'con-Y trol mechanisms therefor and more specifically to, transmissions and control mechanisms' such which are particularly useful 'in automotive vehicles.

It is an object of my invention to provide an improved'transmission which comprises plane tarygearing and two friction clutches for' connecting the planetary gearing to the drive shaft of the transmission. More particularly it is an object toprovide two such clutches one of which is fluid pressure operated and the other of which is uid pressure controlled for conditioning the clutch to be centrifugally engaged according to4 tively controllable latching means, thelatching means preferably being electrically controlled and c,onstituting` electric solenoids. having move, able plungers therein for engaging thevalve,

It is still; anoiherobiect ofthe inventief;A 120A pio vide" improved hydraulic controlling'mechanism'-l for a transmissionby means of which the driven shaft. of theftransrnission may behutilized for starting the engineof the vehicl,with fluid pres-f sure beingI providedby pump driven bythe driven' shaftv of the transmission for completing a powertrain from thev driven, shaft to thefdrivefv shaft. lin accordance with this object, i-t a furtherv object to provide valvel mechanism connected' with the drivenI shaftpump` which connectsthe pump with an oil supply tank of theV I transmissionv disposedbeneath the gearing of` the transmission when the pump is utilized for-completing a power train. from the driven--shaft-to thev drive shaft and for otherwise connecting the' pump when the engine isoperative to an oil sump beneath fluid pressure operated clutch mecha,-

nism of the transmission for maintaining the sump drained of iluid.

The invention consists oi the novel construce tions,V arrangementsand devices to behereinafter described and claimed for` carrying out the above l stated objects and vsuch other objects as will ape' pear from the following description of a certain 2. preferred embodiment illustrated-l in the accompanying drawings, wherein:

Fig, 1 is a longitudinal sectional View ofY atransmission embodying principles of the invention;

Fig. 2 is-a schematic illustration` of fluidpressure controlling mechanismA for' thev transmission shown in Fig 1 with the mechanism being` conditioned to provide a neutral condition ofthe transmissionand with bothdrive and driven shafts being stationary; Fig. 3 is an illustration of appr-tion of the controlling mechanism shown in Fig.- 2 but with the mechanism being conditioned-to provide afirst or low speed ratio through the transmission;

Fig; 4 is a schematicillustration similarrto Fig. 3 but with the mechanism being-conditioned toprovide a second orintermediate ratio through the transmission;

Fig. 5 is a schematicillustration similar'y toFig.

3 but with themechanism` being conditioned to providela third ordirect speed ratio through the transmission:

Fig. 6 is a viewsimilar to Fig. 3 but-withthe mechanism being? conditioned to provide a re-V verse drivethrough the transmission; and- Fig. 7 isa viewsimilar to- Fig. Sibut with the mechanismbeing conditioned to providea taxipush drive through the transmission, thatiis, a drivev wherein the drivenfshaf-t--may be utilized` for driving the drive-shaitwhen the engine of--the vehicle' is inoperative,

Likecharacters of reference designate' likeU4 parts-in the several views.

Referring'now to the drawing and in partieularV to Fig. l thereof, the transmission-fillustrated comprisesV a transmission casing!)A andY a drive shaft Ifand a' driven shaft II" extending intoy the casing. The drive shaft Iiif is adapted'to be connected tothe engine (not shown).l of an automotive vehicle,randthedriven shaft i iis-adaptedto be connected with the driving 'Y wheels (not shown) of the vehicla An intermediateA shaft- IZ is piloted in the-shafts' I0 and I I-,` andasecondlj intermediateshaft I3 isd rotatably disposedV on the shaft I2. The transmissioncomprises two planetary gear sets I4 andj I5y and iiuid pressure oper ated and controlledY clutchmechanisrnf IB' for connecting various elements offthe planetary gear' sets with the drive shaft Hl,

The clutch assembly It* comprises two friction( clutches Il and I8, the clutch IT being, utilized for connecting the drive shaft Iilfwithy them-termediate shaft I2 and the clutch- I8 being utilized for connecting the drive shaft 'I' 0 with the interi mediate shaft I3. The assembly comprises a fly wheel I9 xed to the shaft I 9 to rotate therewith and a rear coverplate 29 which is bolted to the fly Wheel I9. A piston 2| comprising annular sheet metal parts 22 and 23 and also a piston ring 24, held by a retainer ring 25 with respect to the part 22, is provided within the cover plate. The piston 2| is disposed between a cylindrical portion 26 formed in the cover plate 29 and a sleeve 27 disposed on the shaft I3 and fixed with respect to the cover plate 20. A fluid conduit 28 passing through the shafts I2 and I3 and the sleeve 2'I is provided to supply fluid from any suitable source to the rear of the piston 2I and between the piston and cover plate 29 to force the piston forwardly of the clutch assembly. The piston 2| acts by means of its member 22 on an annular sheetl metal member 29 disposed about the member 23. The member 29 has a plurality of lug portions 39 each of which passes through a slot 3| provided in the side of the flywheel I9 and the arrangement is such that the member 29 may move longitudinally with respect to the clutch assembly. The member 29 bears on the outer edge of an annular sheet metal member 32 which is Provided with lug portions 33 passing through appropriate slots 34 provided in the side of the flywheel I9 whereby the member 32 may also move longitudinally of the clutch assembly. The member 32 is disposed about the member 23 of the piston 2| and has xed thereto, by means of screws 35, a pressure plate 36 formed by sheet metal members 3'I and 38. A plurality of springs 39 are provided in suitable cavities in the side of the flywheel I9 and act on the member 32 for yieldaby holding 2 bottom 40 which functions to limit the movement l of the member 29 toward the front of the clutch assembly, and each of the slots 34 is provided with a bottom 4I which functions to limit the movement in the saine direction of the sheet metal member 32. The parts of the clutch assembly so far described function so that when fluid under pressure is admitted behind the piston 2|; the piston, the parts 23 and 32 and the pressure plate 36 are moved forwardly until the lgs 39 Contact the bottoms 49 of the slots 3 I.

The clutch I'I, after iiuid under pressure has been applied to the piston 2| to move the lug portions 39 of the member 29 into contact with the bottoms 49 of the slots 3|, is conditioned to be engaged according to the speed of the shaft I9. Centrifugal weights 42 perform this function of centrifugally engaging the clutch. The member 29 is provided with outwardly extending wing or lug portions 43, and each of these portions is provided with a notch 44 in which is received an acute portion 45 of a weight 42, the arrangement being such that the notch 44 acts as a fulcrum for the weight, allowing the weight to move outwardly under the influence of centrifugal force due to rotation of the shaft I0, and flywheel I9, the member 29 and thereby the weight 42. Each of the weights is connected by means of a strut 45 with the pressure plate 35, so that as the weights 42 move outwardly, the weights tend to separate the members 29 and 32 and move the pressure plate 36 toward the flywheel I9. A washer type spring 41 is disposed between the member 32 and a flange 48 on the end of the member 23, and the spring 41 is so disposed as to yieldingly oppose such forward movement of the pressure plate 36 due to outward movement of the Weights 42, and as will be apparent, such movement of the pressure plate 3G is also similarly opposed by the springs 39. The clutch I'I comprises in addition to the flywheel I9 and the pressure plate 35, the driven plate 49 which is connected by means of a vibration absorbing unit 50 of any suitable construction with a hub 5| which is splined to the shaft I2. The weights 42 function, after fluid under pressure has been applied to the piston 2| to move the piston and the associated parts so that the member 29 contacts the bottoms 49 of the slots 3| for conditioning the clutch I 'l for engagement, to move the pressure plate 36 the additional distance needed to engage the clutch A piston 52 is provided for engaging the clutch I8. This piston comprises a member 53 of sheet metal, a piston ring 54 of yielding material, and a sheet metal retainer member 55. The member 55 holds the ring 54 in piace with respect to the member 53, as shown. rJ.'he pistons 2| and 52 are held apart by means of a perforated flange 56 provided on the member 23. The piston 52 is disposed between and is movable with respect to a cylindrical portion 5l of the member 23 and the sleeve 2'I. A fluid conduit 58 extending through the sleeve 2 and the shafts I2 and I3 is provided for supplying iiuid under pressure from any suitable source to the rear of the piston 52. A pressure plate 59 movable by the piston 52 is formed by the member 53 and an annular member 50 as shown. The sleeve 2 has an annular member 6I fixed thereon against forward movement, and springs 2 are provided between the member 53 and the member 6I. These springs function to yieldingly oppose movement of the piston 52 forwardly, and the springs together with the springs 39 funct1on also to oppose forward movement of the piston 2| and its associated parts. The clutch I8, comprises, in addition to the pressure plate 36 and the pressure plate 59, a driven clutch disc 93. The disc 63 has a hub G4 that is splined to the shaft I3 so as to be nonrotatable with respect to the shaft, but the hub may have longitudinal movement on the shaft. The clutch I8 is 4engaged by applying fluid under pressure behind the piston 52 through the conduit 59 to move the piston and thereby the pressure plate 59 forwardly whereby the disc b3 is engaged between the pressure plates 59 and 3i. and this engagement may take place either with the clutch I`| engaged or disengaged.

The planetary gear set I4 comprises a sun gear 10 formed on the shaft I2, a ring gear 1 I, a plurality of planet gears i2 in mesh with the sun gear i9 and ring gear 1I and a planet gear carrier i3 which is formed integral with the shaft I3. The planetary gear set I5 comprises a sun gear T4, a ring gear 'i5 and a plurality of planet gears 'I6 in mesh with the sun and ring gears, and a planet gear carrier TI. The ring gear '|I and the planet gear carrier T! are formed integral with the driven shaft I I, and the sun gear 'I4 is splined to the shaft I2, as shown. The ring gear 'I5 is in the form of a brake drum, and a brake 'I8 is provided for gripping this drum and preventing any rotation thereof. The planet gear carrier I3 is provided with a brake drum '19, and a brake 89 is provided for gripping this drum and preventing rotation of the gear carrier 13.

The illustrated transmission provides three speeds in forward drive and also a reverse drive power train. The brake 18 and the clutch I'I are engaged to provide a low speed forward drive, and

the liever trein is frein the ywheel i9, through the clutch I1 and shaft I2 to the planet gear set i5 eed. ,iheiiee te the driven shaft I| The brake 18 is, retained in engagement fer Second or in: termediate speed forward drive and the clutch I1 is disengaged and the clutch I8 is engaged. The power train in intermediate drive from the flywheel I9 through the clutch assembly I6 r`and the clutch I8 to the intermediate shaft |3 and thence through the two planet gear sets Id and |5 to the driven shaft The rotation 0f the lsun gear 16, which is not clutch engaged at this time, rotates the sun gear 14 which reacts on gear 15 through the carrier 11 and causes rotation of the carrier 11. The two clutches I1 and I6 areboth engaged for direct drive and the brake 18 is disengaged. The power train in this drive is from the flywheel I9 through the clutch asf sembly I6 'and through the shafts I2 Vand I3, to the planet gear sets I4 and I5 tothe driven shaft Both of the planetary'gear sets I4 and I5, as will be. readily understood, are locked up direct drive and there is no relative movement between the parts of either planetary gear set in this drive. For reverse drive, the brake isv applied to hold the planetary gear carrier 'I3 stationary, and theV clutch I1 is applied to drive the shaft I2. The power train in this drive is from the flywheel I9, through the clutch I1 and the shaft I2, and through the planetary gear set I4 to the driven shaft II.

Referring now in particular to Fig. 2 of the drawings, the control mechanism for the transmission4 above described comprises in general a high pressure pump B5, a sump pumpl 83, ran oil sump 81, an oil supply tank 86, a high pressure relief valve 89, a low pressure relief valvel 99, a check valve 9|, a motor 92 for'the reverse brakev 86, a motor 93 for the forward brake 16, a ratio selector Valve 94, a vacuum motor 95 for actuating the ratio valve, and av forward'and reverse valve 96.

The oil sump 81 is formedv by the transmission casing 9 directly below the clutch assembly I5,

and this oil container functions to 'collect any oil that may leak from the clutch assembly. This sump is normally kept drained by means ofthe sump pump as will be described. The oil supply tank 83 is also formedby means of the transmission casing 9A and is Vdisposed immediatelyl beneath the planetary gear 'sets' I4 and I5. This supplytank 33V constitutes` the main source of oil supply for controlling the ltransmission as well as for lubricating the transmission. Thev high pressure pump 85 is disposed in the transmission immediately behind the clutch assembly I5 and is driven by the sleeve 21 and the cover 25 (see Fig. 1). The sump pump 35 isj disposed behind the planetary gear set I5 and is splined 'so the driven' shaft II so as to be driven thereby. Both ofthe pumps 85 and 36 may be of any suitableA construction, such as the gear type which is illustrated.

The high pressure relief valve- 89. comprises a valve casing 91 in` which avalve piston 93 isV slidably disposed. The casing'91 is provided with grooves 99, |00, |0I, |02 and |03.formed`= in its innerssurface, and the piston is formed with a groove I0,4.-in its outer surface. Springs |35 and lareprovided for-acting on the piston98. The spring |051is of lighter weight than the spring |06, and there is aplunger- |01 disposed between the springs.

'.[hevlow Vpressure relief valve 90comprises a valve, casing ,e |084 havingv a 4 groove |69 formedl in disposed. in the easing 1.08 and is acted. on bye spring., HI. The check .valve 9| comprises' an Outer` easing H2 having a bau |13 sudablr dis# posed therein and acted upon by a spring |14.

The ratio selector valve 9 4 comprises an "outer valve casing ||5 having grooves |6, ||1, IIB, ||9. |20, |2| and |22 formed in its inner surface` and a valve piston |23 having grooves |24, |25, |26 and |21 therein slidably` disposed ,Within the casing ||5. The vacuum motor 95 comprises a casing |28 in which a partial vacuum is produced by means of a` vacuum line |29 connected there# with. lThe vacuum line |29 may be connected with the manifold of the vehicle engine (not.

shown) or with any other suitable source of vacuum. The motor 95 includes a` diaphragm. |30 connected with the piston |23, and a spring. |3I is provided for acting on the, piston' |23 to yieldingly maintain the piston in the` position in.y which it is shown in Fig. 2. A. valve. |32 is pro,- vided for connecting the interior of the casing,y |28 to the outside atmosphere as desiredk foi. Seleetively decreasing the vacuum applied to, the diaphragm |30, and this valve is controlled by; means of an electric` solenoid |33. The piston |23 is provided with two groovesk |34 and |35 therein and plungers |36 and |,31.are provided for;

cooperating with the groovesfor yieldingly` latch:- ing the valve piston |23 in any one of three dif,- ferent positions, as will be hereinafter described.. The plungers, |36 and |31 are acted upon by: springsv |38 and |39 respectively, and the plunge.- ers are moved outwardly with respect to thek valve piston |23 against theactionof the springsy by means of electric solenoids |49 and' 4I respectively.

The forward and reverse valve 96 comprisesl 'a valve casing |42 and ai valve, piston |43` slidably; disposed therein, The valve casing |42 is pro,- Vided with internal 'grooves |44, |45, |46, |41, I5I and |52, and valve piston |43 is provided' with grooves |53 and |54 which; co.- operate with the groovesy in the valve casing. Ball and detent means are provided for; holding; thev valve piston |43 in aV plurality of different Y positions, namely in a taxi-push., a forward. a.

neutral, or in a reverse` position. This ball andA detent means comprises four grooves each; corresponding toone o f the different positions, of, the.. valve piston named; above and a4 ball |56- acted on,` by' a spring |51` adapted; t0; fit. nzavily: of the grooves |55.

The motor or actuator 92 for the reverse brakeA lioomprses a piston |58r slidably. disposed ina casing |59 andI acted on by a springl L60. 'IheV spring. |30 is so disposed in the casing, as to yieldingly hold thereverse brakein a disengaged;`

condition. The motor or actuator 93 for; they forward brake comprises a piston IBI sl-idably disposed ina casing |62 andacted on by a spring |63. The spring` |63 is so, disposed with respect` to the piston ISI, asV to yieldingly hold thefor`Y ward brake in engaged condition, andthe spring |63 thus acts in a manner opposite tothatof: the spring inthe motor. 92.-

TheA ilu'id connections. between thel various.-

parts of thecontrol mechanism for the transmisv sionwill now bedescribed. The high pressure. pump has itsV input. side connectedY by Imeans1 of a conduit |10`with the oil supplyftank 88 and,

has its output side connected by means' ofconduits |1| with an opening 91a inthe'casing 91o'f' the high pressure relief valve 89, the groove |49" in the forward and reverse valve 36"` andthe',v grooves|20andi| I 6 in the'ratio se1ectorvalv`eg94 itdi-,irineisurea lAvalvepiston. H0. is slidablyiY 75:1 Under normal running conditions, the codtiits- I1| thus const'itute oil pressure supply conduits, as will hereinafter be made apparent. The input side of the sump pump 86 is connected by means of a conduit |12 with the groove |02 in the valve 89, and the sump pump at its output side is connected by means of conduits |13 with an opening |08a in the casing |08 of thepvalve 90 and with an opening |2a in the check Valve 9|.

'I'he groove 99 in the casing 91 of the high pressure relief valve is connected by conduits |14 with the groove |44 in the forward and reverse valve 96. with an opening |I2b in the check valve 9| and with a conduit I14a (see Fig. l) in the shaft II which supplies oil to the planet gear sets I4 and |5 for lubricating the gears thereof. The conduit |14 thus constitutes a lubricating conduit, and, as will be hereinafter described, also a. conduit for providing a taxi-push or a drive from the driven shaft to the drive shaft when the vehicle motor is inoperative. The groove |00 in the high pressure relief valve 89 is connected by means of a conduit |15 with the oil supply tank 88. and this conduit is a bleed or discharge conduit. The groove I0| in the casing 91 is connected by means of a conduit I 16 with the supply tank 88, and this conduit is an inlet conduit. The groove |03 in the valve 89 is connected by means of a conduit |11 with the sump 81, and this conduit constitutes a bleed conduit. The casing 91 is provided with an opening 91h therein, and the casing by means of this opening and conduits |18 is connected with the grooves |52 in the forward and reverse valve 96 and with the grooves |22 in the ratio selector valve 94. The

conduits |18 constitute bleed conduits, as will be hereinafter more fully described. The groove |09 in the casing |08 of the low pressure relief valve 90 is connected by means of a conduit |19 with the oil supply tank 88, and this conduit constitutes a bleed conduit as will be more fully described.

The groove I|1 in the ratio selector valve 94 is connected by means of a conduit |80 with the groove |46 in the forward and reverse valve 96, and the groove |I8 in the valve 94 is connected by means of a conduit I8I with a groove |41 in the casing |42. The groove |9 in the valve 94 is connected by means of a conduit |82 with the groove |22 in this valve. The groove |2I in the valve 94 is connected to a conduit |83 and thereby with the passages 28 (see Fig. 1) supplying fluid under pressure to the clutch piston 2|.

The groove in the casing |42 of the forward and reverse Valve 96 is connected by means of a conduit |84 with the passages 58 (see Fig. 1) for applying fluid under pressure to the piston 52 in the clutch assembly I6. The groove |48 in the valve 96 is connected by means of a conduit |85 with the forward brake actuator 93, so as to apply fluid under pressure to the piston I6| for moving the piston against the action of the spring |63. The grooves |50 and I 5I in the valve 96 are connected together as shown and are connected by means of a conduit |86 with the reverse brake actuator motor 92 in such a manner as to apply fluid pressure to the piston |58 in this motor to move the piston against the action of the spring |60. The groove |52 in the valve 96 is connected with the conduit |18 as has been described, and this groove is also connected by means of a conduit |81 with the oil supply tank 88, the conduit |81 constituting a bleed conduit. as will be hereinafter more fully described.

The operation of the transmission controlling' mechanism is as follows:

In Fig. 2 the transmission controlling mechanism is shown in neutral condition. The forward and reverse valve 96 has four different positions, namely, taxi-push for driving the drive shaft I0 from the driven shaft II while the engine is inoperative, forward position, reverse position and a neutral position, the valve piston |43 being shown in the latter position in this figure. The ball and detent means comprising the grooves and the spring pressed ball I 56 function to yieldingly maintain the valve piston |43 in any of its four positions. With both drive and 15' Ydriven shafts stationary and thereby with both the pumps 85 and 86 inoperative, the high pressure relief valve 89 and the low pressure relief Valve 90 are in their conditions as shown. When the engine connected with the drive shaft I0 is started, the high pressure pump 85 driven by the shaft I0 is made operative and draws oil from the supply tank 88 through the conduit |10 and discharges the oil into the conduits I1|. The conduits I1| thus constitute the primary source of oil pressure for operating the brakes and clutches of the transmission. The oil pressure in the conduits I1I is maintained at a certain high pressure such as, for example, 75 pounds per square inch, due to the action of the high pres- Vsure relief valve 69. Fluid pressure in the conduits |1I is exerted through the opening 91a in the casing 91 on the valve piston 98 and this pressure moves the piston to the right as seen in Fig. 2 against the action of the spring |05 until the Apiston contacts the plunger |01. Such movement of the valve piston 98 has the eiect of forming a communication between the conduits I1I and the conduit |14, so that fluid is admitted to the latter conduit to lubricate the planetary gear sets I4 and I5. The fluid pressure causes further movement of the valve piston 98 to the right with the piston in contact with the plunger |01 and with such movement being against the action of the spring |06 to allow communication between 45the conduits I1| and |15, and the excess fluid discharged by the high pressure pump 85 flows through the conduit |15 and back into the oil supply tank 88. The spring I 06 functions to maintain the fluid pressure in the conduits I 1I at 5mn high predetermined value, shutting the groove |00 when the pressure is less than that value and opening the groove |00 to the conduit |1| when the fluid pressure becomes greater than this value.

In the neutral condition of the control mecha.-

55inism, the sump pump 86 is not in operation, and

there thus is no uid under pressure in the conduits |13 and |19.

The groove |I6 in the casing I|5 of the ratio selector valve 94 is shut oi by the groove |24 601 of the valve piston |23 from any of the other grooves in the casing II5, and pressure from the groove I I6 thus has no effect. The groove |21 in the valve piston |23 allows communication between the grooves |20 and |2| in the casing ||5 so that fluid under pressure flows from the conduit I1I through the groove |21 in the valve piston to the conduit I 83 and thence to the piston 2| in the clutch mechanism I6. The low speed clutch I1 thus will be engaged when the engine and the drive shaft I0 are suilciently increased in speed. The groove I 54 in the valve piston |43 allows communication between the grooves |48 and |49' in the valve casing |42 of the forward and reverse valve 96, and fluid under pressure thus flows from the conduit I1I through the con- 9 fduit |85 to the forward brake'actuator 93. Fluid under :pressure is thus exerted on the piston IBI forcing the piston to the right as seen in Fig. 2 against the action of the spring |63 to therebiT release the forward brake. 'being released, there can be no drive from the .driveshaft to the driven shaft with the forward fand-reversevalve 98 being in neutral condition regardless of thespeed to which the drive shaft 5|0vis increased. It will be noted that in neutral conditionof the forward and reverse valve y98, the motor 92 for the reverse brake and the second `speed ratio piston 52 are bled. The motor 92 is bled through the conduit |86, the passages |5|, the passages |52 and the conduit |81 to the tank B8. 'The piston 52 is bled through the conduit |84, thepassages |45and |46 in communication due'to'the groove |53 in the valve piston |43, the Aconduit |80, the passages I1 and I9 in the valve 94 which are in communication due to the groove |25 -in the valve piston |23, the conduit |82, the groove |22, the conduit |18, the groove |52, and the conduit |81.

To condition the transmission for low speed forward drive, the valve piston |43 of the low and reverse valve 96 is moved to its forward position which is indicated in Fig. 2, so that the valves 96 and 94 are in the conditions in `which they are shown in Fig. 3. The valve 94 still causes fluid under pressure to be applied to the piston 2| of the clutch mechanism 6 so that the clutch I1 may be engaged when the shaft I0 is increased in speed. The net result of moving the valve piston |43 is the connection by means of the'groove |54 in the valve piston of thefgrooves |41 and |48 in the valve casing |42. The fluid in the conduit |85 and thereby in the actuator 93 for the forward brake is then drained through the grooves |48 and |41 in the casing |42 and the groove |54 in the piston |43, through the conduit ISI and thence through the grooves I8, IIS and |25, the-conduit |82, the groove |22, the conduit |18, the groove |52 and the conduit |81 to the oil supply tank 88. This release of fluid under pressure on the piston |8| permits the spring |53 to be operative to engage the forward brake 18, and the transmission is then in condition for first speed forward drive.

To shift the transmission from low sneed ratio to intermediate speed ratio in forward drive, the valve piston |23 is moved from the position in which it is shown in Figs. 2 and 3 to its Fig. 4 position. This is done by energizing the solenoid I4| to draw the plunger |31 out of the groove |35 in the lvalve pistonwhile permitting vacuum to act on the diaphragm I 30. The solenoid |33 is deenergized to render the valve |32 closed to allow the vacuum in the line |23 to be operative. The .retraction of the plunger |31 with the vacuum vexerted on the diaphragm |30 will allow movement of the valve piston |23 to the right to its next speed position in which it is shown in Fig. 4, and the plunger |36 drops into the groove |35 Aand acts as latchingmeans for holding the piston |23 in its second speed position. The electric solenoid 40, lof course, is deenergized to allow the spring |38 to be eiective on the plunger |36. It is contemplated that the vacuum line |29 may be lconnected with the manifold of the engine used inconnection with the transmission and that the upshift from first to second speed shall preferably be made when the accelerator for the engine is in released position so that the vacuum in the manifold and thus in the line |29 is at a maximum.

The forward .brake 'l0 It will be understood, however, that any .other suitable source of vacuumrmay be used.

The lvalve piston |23 in its second speed position applies fluid under pressure to the piston 52 for the second speed clutch IB and releases fluid pressure :against the piston 2| .for the rst speed .actuator 93 is bled through the same grooves :andpassages as for first speed ratio.

To shift the'transmission into third speed-forward drive, :the valvepiston |23 is moved into its third speed-position in which it is shown in Fig. 5. rThis is accomplished -by energizing .the solenoid |48 to pull the lplunger |36 out of the groove |35 rwhile the solenoid |4| ,is deenergized to permit the plunger |31 to enter the groove 34, the actual movement ofthe valve piston |23 being accomplished-aswill be understood by .vacuum exerted on the diaphragm |30. 'In the condition of the valves 9B and 94 as shown in Fig. 5, both of the clutches I1 and vI8 are engaged while the Yforward brake is disengaged. Fluid under pressure is applied Ato the first speed clutch piston 2| from the conduit |1| Ythrough the grooves |28, I2! and |26 andthe conduit |83. Fluid un-der pressure is kapplied to the second speed clutch vpiston -52 `from the conduit |1| through the grooves H8, ||1 and |24, the conduit |80, the grooves |45, |45 and |53 and the conduit |84. Fluid under-pressure is applied to the forwardbrakeactuator-SS to release the brake from the conduit ;|1|, the grooves IIB, ||8 Aand |24, the conduit I|8|, the-grooves |41, |48 and |54 and the conduit |85.

The valve piston |23 may lbe down-shiftedby energ'zing thesolenoid |33 to open the valve |32 and to thereby-relieve the vacuum applied to the diaphragm |30. One or both of the solenoids |48 and |4| are energized-at the same time to thereby withdraw the respective plungers |36 and |31 out-of Yposition for engaging thegrooves |34 and |35. The spring |3| will then move the valve piston |23 to theleft `as seen in the ,gures Vlf the solenoid I4| is energized with the solenoid |48 being deenergized, the valve piston will beshifted by thespring |3| from its v third speed position to itssecond speed position,

while `ifvlocth-of the solenoids |49 an-d |4| are deenergzed, the valve piston will be shiftedfrom its third speed position to its first speed position. When the valve piston is in its first speed position, the solenoid I4! Vmayqbe again deenergized to allowfits plunger to enter the groove |35 :and yieldingly latch the valve piston into position. Such'down-shifts from a higher speed ratio -to -a lower speed position of the valve |423 may alsoadvantageously be made when the v-accelerator for the Aengine lof the vehicle; is VAfully depressed to fullyopen the throttle valve of the engine so that the vacuum in the vacuum line |29, with ,this linebeing connected to the enginefmanifold, isiat a minimum, and in this case the valve |32 may be allowed to remain closed and the spring ISI will return the Valve piston |23 to a lower speed position.

The transmission may be conditioned for reverse drlvelbyshifting the forward -and reverse valve piston |43 into its reverse position and shifting the valve piston |23 into its low speed position, these valves being shown in these positions in Fig. 6. With the valves 96 and 94 in their Fig. 6 positions, the motor 92 for the reverse brake 80 is energized to engage this brake, the motor 93 for the forward brake 18 is energized to release the forward brake and the piston 2| has fluid pressure applied thereto to condition the clutch |1 for engagement on the speed of the drive shaft reaching a certain determined value. The reverse brake motor 92 has fluid pressure applied thereto from the conduits |1|, and through the grooves |49, |50 and |54 in the forward and reverse valve 98 and the conduit |86. The forward brake actuator 93 has fluid pressure applied thereto from the conduit |1| through the grooves |49, I 48 and |54 in the valve 96 and the conduit |85. The clutch piston 2| has uid pressure applied thereto from s the conduit 1| through the grooves |20, |2| and |21 in the valve 94 and the conduit |83. The clutch piston 52 is bled of fluid through the conduit |84, the grooves |45, |46 and |53 in the valve 96, the conduit |80, the grooves ||1, ||9 and in the valve 94, the conduit |82, the groove |22, the conduit |18, the groove |52 and the conduit |81.

In order to put the transmission in condition for taxi-push, that is in condition so that the engine of the vehicle may be started by driving the driven shaft the valves 94 and 96 are put into the conditions in which they are shown in Fig. '1, that is, with the valve piston |43 in its taxi-push position and with the valve piston |23 in its low speed position. With the valves being in these conditions, fluid pressure will be applied to the second speed clutch piston 52 for engaging the clutch I8, and the forward brake actuator 93 will be bled of fluid to allow the brake 18 to .be applied. Since the high pressure pump 85 is not operative due to the fact that the shaft I0 is stationary, the sump pump 86 is relied on to furnish the fluid pressure for engaging the second speed clutch 8. fluid pressure output from the high pressure pump 85, the piston 98 of the high pressure relief valve is in the position in which it is shown in Fig. 2 having its groove |04 connecting the grooves |0| and |02 in the valve casing 91. With the valve piston 98 in this position, the intake conduit |12 of the sump pump 86 is connected through the grooves 0|, |02 and |04 with the conduit |16 leading to the oil supply tank 88, so with these conditions prevailing, the sump pump has access to the same supply of oil as does the high pressure pump under ordinary conditions. With the sump pump 86 being driven by the driven shaft, oil under pressure is discharged into the conduit |13 and is maintained at a certain predetermined pressure, less than the oil pressure in the oil conduit |1| when the high pressure pump is operative, by means of the low pressure relief valve 90. When the high pressure pump is inoperative, there is no fluid under pressure in the conduits |14 due to the high pressure pump, and the check valve 9| releases due to the fluid under pressure in the conduits |13, and fluid flows from the conduits |13 into the conduits |14. Fluid under pressure in the conduits |14 not only lubricates the planetary gear sets I4 and |5 but also supplies fluid under pressure to the second speed clutch piston 52. Fluid pressure in the conduits |14 flows through the grooves |44, and |53 in the valve 96.

With no i with the valve being in its taxi-push position in which it is shown, through the conduit |84 to the piston 52, and the clutch I8 is thus engaged. The forward brake actuator 83 is bled through the conduit |85, the grooves |41, |48 and |54 in the valve 95, the conduit |8I, the grooves ||8, ||9 and |25 in the valve 94. the conduit |82, the groove |22, the conduit |18l the groove |52. and the conduit |81 The forward brake 18 is thus engaged to complete a second speed power train from the driven shaft to the drive shaft. The reverse brake actuator 92 is bled through the conduit |86, the grooves |5| and |52 and the conduit |81, thereby maintaining the reverse brake disengaged. The low speed clutch piston 2| is not engaged due to the fact that there is no fluid pressure in the conduit 1| prior to a starting of the engine. It is contemplated that the piston |43 in the valve 96 shall be moved to its neutral position just as soon as the engine is started, and the transmission may then be shifted into any of its forward speed ratios or into reverse drive, as has been hereinabove described.

I wish it to be understood that my invention is not to be limited to the specific constructions and arrangements shown and described, except only insofar as the claims may be so limited, as it will be apparent to those skilled in the art that changes may be made without departing from the principles of the invention.

I claim:

1. In transmission mechanism, the combination of a drive shaft, a driven shaft. means for providing a plurality of power trains of different speed ratios between said shafts and including fluid pressure operated clutch mechanism and a gear set, casing means providing a, fluid sump beneath said clutch mechanism and a fluid supply tank beneath said gear set, a pump driven by said drive shaft, a pump driven by said driven shaft, said drive shaft pump being connected to said tank as a fluid supply, and means for connecting said driven shaft pump with said sump as a fluid supply when said drive shaft pump is operative and with said tank as a fluid supply when said drive shaft pump is inoperative.

2. In transmission mechanism, the combination of a drive shaft, `a driven shaft, means for providing a plurality of power trains of different speed ratios between said shafts and including fluid pressure operated clutch mechanism and a gear set, casing means providing a fluid sump beneath said clutch mechanism and a fluid supply tank beneath said gear set, a pump driven by said drive shaft, a pump driven by said driven shaft, said drive shaft pump being connected to said tank as a fluid supply, and means responsive to the output fluid pressure of said drive shaft pump for connecting said driven shaft pump with said sump as a fluid supply when said drive shaft pump is operative and with said tank -as a fluid supply when said drive shaft pump is inoperative.

3. In transmission mechanism, the combination of a drive shaft, a driven shaft, means for providing a plurality of power trains of different speed ratios between said shafts and including fluid pressure operated clutch mechanism and a gear set, casing means providing a fluid sump beneath said clutch mechanism and a fluid supply tank beneath said gear set, a pump driven by said drive shaft, a pump driven by said driven shaft, said driven shaft pump being connected to said tank as a fluid supply, and means responsive to the output fluid pressure of said drive 'fshaft-pumplandincluding a: pressurei'responsive valve] for-connectingsaid'driven 'shaftrpumpwith -fsaid sumpasfa -fluidf supply when said i driveV shaft ypump isoperativeran'd withI sadf tank .a's.:a:fluid ":lsupplyawhen'said drives'ha'ft pumpv isi-inoperative.

f4. In 'transmission mechanism, the combination of a 'idrive'shaft la driven. shaft, vmeans tfor -providing *.afplurality of power-'trains of different @speed Jratios between said shafts :and including fluid pressure 'operated clutch'mechanism and a :gear-set, `casing means providing-.aluidsumpbeneathisaid- 'clutch mechanism: and a 'fluid supply tank-beneathsaidfgear setpa pump driven byrsaid :drivenfshaf-t,v said drive shaftzpump being confnected Ito -saidftank Yas .a4` fluid supplyfandbelng -connectible :with saidclutch mechanism,v for 4opferating 'the 'clutch mechanism, 'and :means for -connecting 'rsaid driven shaft pump with 'said f-sumpias la 'fluid supply when said drive shaft pump is operative vand for connectingthey driven shaft-,pump with said tank asfaifluid supply when said4 `-drivesshaft pump' isinoperative, said driven ;sha"ft :pump being 'connectible with said .clutch zrnechanism for operating the mechanism when "saidrdrive'shaft pump is inoperative.

`5..In transmission mechanism, the combina- ;tlon of Ea drive shaft, a .drivenshaft, means for "providingaiplurality of power trainsof different :speedwratios'between said shafts andincluding iuid pressureioperated clutch Amechanism-and a drive .shaft pump is inoperative, said driven shaft fpump. being connectible with said clutch v'mecha- '.nism .for operating the mechanism when `said idrive "shaft pumpis inoperative.

;`6.`lIn transmission mechanism, the combinaitlonxof ia Sdrive. shaft, a. drivenshaft, means 'for providingza plurality of power trains of different 1spee'dratios .between said .shafts and including fluidtpressure operated clutch mechanismfand a gear set, I casing means providing a fluid sump :beneathsaidclutch mechanism `and a fluid supply-tank beneathsaidgear A1set, a pump driven Y by. saiddrive shaft, a pump v'driven by said driven shaft, said drive shaft pump being connected to said tank as a fluid supply and being connectible with said clutch mechanism for operating the mechanism, and means for connecting said driven shaft pump with said sump as a uid supply when said drive shaft pump is operative and with said tank as a fluid supply when said drive shaft pump is inoperative and including a valve responsive to the output fluid pressure of said drive shaft pump, said driven shaft pump being connectible with said clutch mechanism for operating the mechanism when said drive shaft pump is inoperative.

7. In transmission mechanism, the combination of a drive shaft, a driven shaft, means for connecting said shafts in a plurality of different speed ratios and including a gear set and a pair of clutches for connecting the drive shaft with the gear set one for each of two different of fsai'dfspeedrratios.' 'fluidipressune'foperabletmeans =and .centrifugal-1y operable rmeans separable in r.accordance :with -the speed :of :the fdrive :shaft Aijointly reffective to E engagetone fo'f :said iclutches, fthe: other 2 clutch` being. operable ."by fluidpressure alone, i a fluid. `.pump :driven .by said idriveishaft lland afluid 'pump :driven by said ,driven v`shaft'-ffand :means for selectively :engaging :said vclutch aengageable :by fluid pressure.l alone .by fluid-pressure from, said.'drive shaft pump orfromzsaid .driven f8. In 'lztransmission mechanism the combinationfof fa.- drive shaft, aa driven; shaft, :means :for connecting said shafts i in l a fplurality :of vspeed `:ratios and `including -vfluid ypressure :operated #clutch mechanism Aand .ira .gear iset, fsaid .i clutch fmechanism including .a fluidpressure :operable .clutch for connecting the drive :shaft-'with "the 4gear set, :casing means .providing a juid :sump beneath-said clutch mechanism and za fluidesupiply :tank beneath-said gear set, :a pump `driven .bysaid drive shaft, a pumpfdriven by saiddriven shaft: means Afor selectively 'engaging :said .fluid operated clutchbyfuid pressure fromsaid drive :shaft .pump :or from Asaid driven shaft pump yWhen-the drive shaft is not'rotating,fandmeans for iconnecting lsaid driven shaft :pump 'with said 'sump 'as a liiuid `supply when said idrive fshaft pump is operative and .with said itank ras fa; fluid supply When/.said drive'shaft pump isinvoperative.

' pressure yoperated'clutch mechanism for connect- -ingfthe gearfset withfthe drive shaft,sai`d clutch mechanism including a centrifugally .controlled .clutch operable :according to 'the speed iofssaid drive shaft .and `a 'second clutch voperable by ffiuid zpressure, `casing `means providing a Y"fluid -fsumpbeneath said clutch mechanism andVA afluid isupply tank beneath said; gear setfa pump driven bysaid drive-shaft, a pump drivenby-fsai'd driven shaft, means vfor selectively engaging w*said l'iiuid operated 'clutch r by l uid pressure" from' said 'drive :sh-aft `pump or ffrom said driven #shaft pump when' the drive fshaftis not rotating, andmeans 'including la valve operated by fluid pressure ffromsai'd l'drive `shaftpump 'for connecting said ydrivenvsh-aft pumpwith said tank-asa fluidsup- `plyivvhensaid drive shaft pump is-inoperative.

"10. vIn-a transmission, the combination'of a drive shaft, a driven shaft, and meansforxcon- `nectingsaid drive and driven'shafts'in .aplurality of speed )ratiosj and including a planetary gear set'and a pair of clutches, saidclutches each being adapted to connect an element of said gear set with said drive shaft and when both said clutches are engaged locking up said gear set and driving said driven shaft in a one-to-one drive from said drive shaft, one of said clutches being under the point control of means centrifugally operated according to the speed of said drive shaft and means operated by fluid pressure, said one clutch being engageable when both the centrifugal means and the uid pressure operated means are operated and the other clutch being operated by uid pressure alone.

11. In a transmission, the combination of a drive shaft, a driven shaft, and means for connecting said drive and driven shafts in a plurality of speed ratios and including a planetary gear set and a pair of clutches, said clutches each being adapted to connect an element of said gear set with said drive shaft and when both clutches are engaged locking up said gear set and driving said driven shaft in a one-to-one drive from said drive shaft, one of said clutches comprising centrifugal weights operated according to the speed of said drive shaft and a fluid pressure operated piston and being engageable only when both the piston and weights are operated and the other clutch including a fluid pressure operated piston and being operated thereby.

12. In a transmission, the combination of a drive shaft, a driven shaft, and means for connecting said drive and driven shafts in a plurality of speed ratios and including two planetary gear setsand a pair of clutches, each of said gear sets comprising sun, ring and planet gears and a planet gear carrier, one of said clutches being adapted to connect both of said sun gears with said drive shaft and the other of said clutches being adapted to connect one of said planet gear carriers with said drive shaft, one of said ring gears and the other of said planet gear carriers being connected with said driven shaft, and a brake for the other of said ring gears, one of said clutches being under the joint control of means centrifugally operated according to the speed of said drive shaft and means operated by fluid pressure, said one clutch being engageable when both the centrifugal means and the fluid pressure operated means are operated and the other of said clutches being operated by fluid pressure alone.

13. In a power transmission mechanism, the combination of a drive shaft, a driven shaft, means including gearing for providing a power train between said shafts, means providing a fluid sump for said gearing, a fluid pressure operated coupling unit interposed between said shafts and adapted to complete the power train between said shafts, means providing a fluid sump for said coupling unit, a pump for supplying fluid under pressure for operating said coupling unit and for lubricating said gearing, said pump being connected to draw fluid from said gearing sump and being driven by said drive shaft, a pump driven by an element of said gearing and being normally connected to maintain the coupling unit sump drained of fluid, and valve means for connecting said second-named pump to draw fluid out of said gearing sump and to supply fluid to said coupling unit for engaging the latter whereby said driven shaft may be driven to start an engine connected with said drive shaft.

14. In power transmission mechanism, the combination of a drive shaft, a driven shaft, means including gearing for providing a power train between said shafts, means providing a fluid sump for said gearing, a fluid pressure engaged clutch interposed between said shafts and adapted to complete the power train between said shafts, means providing a fluid sump for said clutch, a pump having its outlet connected to supply fluid under pressure to operate said clutch and to lubricate said gearing, said pump being connected to draw fluid from said gearing sump and being driven by said drive shaft, a pump driven by an element of said gearing, said lastnamed pump having its outlet connected with the outlet of said first-named pump and being normally connected to maintain the clutch sump drained of uid, and valve means for connecting said second-named pump to draw fluid out of said gearing sump and to supply fluid to said clutch for engaging the latter whereby said driven shaft may be driven to start an engine connected with said drive shaft.

15. In a transmission, the combination of a drive shaft, a driven shaft, and means for connecting said drive and driven shafts in a plurality of speed ratios and including a planetary gear set and a pair of clutches, said clutches each being adapted to connect an element of said gear set with said drive shaft and when both clutches are engaged locking up said gear set and driving said driven shaft in a one-to-one drive from said drive shaft, one of said clutches comprising a centrifugal weight operated according to the speed of said drive shaft and a fluid pressure operated piston which are effective on the clutch, and the other clutch including a Iiuid pressure operated piston and being operated thereby.

DONALD W. KELBEL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 731,470 Pontois June 23, 1903 953,992 Fulberth Apr. 5, 1910 1,619,701 Chorlton Mar. 1, 1927 1,818,910 Sanine Aug. 11, 1931 2,124,192 Hanson July 19, 1938 2,141,096 Thurber Dec. 20, 1938 2,160,385 Kraemer May 30, 1939 2,162,937 Carter June 20, 1939 2,183,761 Aspinwall Dec. 19, 1939 2,233,790 Linsley Mar. 4, 1941 2,251,625 Hale Aug. 5, 1941 2,332,593 Nutt et al Oct. 26, 1943 2,406,225 Kelbel Aug. 20, 1946 2,407,289 LaBrie Sept. 10, 1946 

